Automatic train-stop



F. A. WALTON.

AUTOMATIC TRA'IN STOP.

APPLICATION FILED SEPT.20, 1920 Patented Apia 12, 1921.

s SHEETSLSHEET 1.

F. A. WALTON,

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT- 20, 1-920. I V I Patented Apr. 12, 1921i 3 $HEETSSHEET 2- i 14 222207; f $2M BY @mjm wl-ms: AI'I'ORNEY F. A. WALTON.

AUTOMATIC TRAIN STOP.

APPLICAT ION FILED SEPT.20, 1920.

Patented Apr. 12, 1921.

3 SHEETS-SHEET 3.

A'ITORNEY WITNBS:

UNITE sra'res earner orricn.

FRANK A. WALTON, O13 PORTLAND, OREGON, ASSIGNOR 015 ONE-HALF TO FRED V.

I STEKNER, 0E SPARKS, NEVADA.

AUTOMATIC TEtAIN-S'IOP.

inmate.

Specification of Letters Patent.

Patented Apr. 12, 1921.

Application filed September 20, 1920. Serial No. 411,399.

To all 7.0/1 om may concern Be it known that l, FRANK A. WVALTQN, a citizen of the United States, residing at Portlainl. in the county of h lultnomah and State of Oregon, have invented new and useful Improvements in Automatic Trainrtops, oi which the following is a specification.

This invention relates to improvements 1n automatic train control apparatus and has for an object the provision of means whereby :1 tr: in approaching a signal set'at danger will e automatically stopped.

liloi'e specifically stated, the invention aims to provide a normally inactive power and bllill? operating mechanism which is rendered active by a track device, the latter being controlled by the position of a signal, whereby. when the signal is set for a clear track the train device will remain inactive, and will be operated to cut oil the power and apply the brakes oi the train when the sig nal set at danger.

Other objects and advantages of the invention will appear as the following descrip tion is read in connection with the accomp anyi n drawings.

in the drawings Figure 1 is a view showing the invention in diagram.

Fig. 2 is an enlarged bottom plan of a locomotive pilot with the train earned device thereon.

Fig. is a side elevation of the same.

Fig. i: is a front view of the subject matter of Fig. 3 with the ramp rails shown in section and the switch in closed position.

Fig. 5 is a fragmentary view showing the switch in open position.

Referring to the drawings in detail, wherein like characters of reference denote correspoiniing parts. the reference character 10 indicates the rails of the track, while 11 includes the pilot of an engine.

The truck device which is designated in its entirety by the reference character 12 includes a pair of oppositely curved ramp rails 13 which are positioned between the tracks 10 and l' eing spaced apart to provide spaced contact "members. The ramp rails 13 are connected in an electric circuit 14: in which is included a circuit breaker 15, the latter being controlled by a rod 16 which is connected to a semaphore arm 17 located beside the track. The semaphore may he the usual signal employed in connection with the block signal system for the purpose of indicating a clear or occupied block. When the semaphore is set at clear, the circuit breaker 15 is closed, but when set at danger, the circuit breaker will be open so as to interrupt the circuit 14.

The train device which is designated in its entirety by the reference character 18, see Fig. 1, includes an arm 19 which is located within the cab of the engine and is pivotally mounted as shown at 20. The lower end of this arm carries a disk 21 which is notched as indicated at 22, the said notch being normally engaged by one end of a lever 23 which is pivoted at 24 and is held in such engaged position by a spring 25. The opposite end of this arm is in contact with one end of a rigid arm 26, which is mounted as indicated at 27 upon a lever 28, the latter being mounted for pivotal movement upon the pivot 20. The arm 19 carries at its upper end a weight 29 and when the latter descends it will operate a valve 80 included with the air line 31 of the brakes of the train, the stem of this valve forming the pivot 20 of the arm 28, while the arm 19 is secured to the stem.

Connected to the air line 31 is a pipe 32, which is connected to an air cylinder 33, the pipe 32 being controlled by a valve 8d from the stem of which projects an arm 35. The cylinder 33 has operating therein a piston, the rod 36 of which is connected to an arm This arm is pivotally mounted as indicated at 38 and arranged concentrically with this pivot is a segmental gear 39 which operates a gear 40. This last mentioned gear is secured. upon the stem ll of a valve 12' which controls the admission of steam to the engine cylinders 43, steam being conveyed to these cylinders by means of a pipe 4 1 which leads from the engine boiler. Air passes through the valve 30 from the air pressure tank (not shown) through the pipe 45, while stops 46 act to limit the movement of the arm 19 in one direction.

Connected to one end of the arm 28 as indicated at 47, is the armature 4.8 of an electromagnet d9, the latter being included-in a circuit in which is also included a battery 50 or other source of energy. The magnet 19 is connected to the battery by a conductor 51, the latter including stationary contact member 52. Tapped on to the conductor 51 is a conductor 53, which connects with an electric magnet 54 which 18 normally energized. The armature 55 of this magnet carries a movable contact member 56 which, when the magnet 54 is deenergized engages the stationary contact 52 under the action ot a spring 57. The magnet 54 is connected by means of a conductor 58 with one terminal 59 of a switch 60 which is mounted upon the pilot 11 of the engine. The other terminal 61 of the switch 60 is connected by means of a conductor 62 to the opposite side of the battery 50, a conductor 63 tapped on to the conductor 62 connecting with the electromagnet 49.

The switch 60 which is of novel construe tion see Figs. 4 and 5 includes a pair of spaced pivoted arms 64: and 65, the. free ends of each of these arms being provided with a copper shoe 66. T ie arm 6% has connected thereto one endof a bar 67, the opposite end of which is adapted to engage the walls oi. a socket 68 provided in the 65. The arn s are normally maintained in position to hold the rod 67 within the socket 68 by means of springs 69.

In the operation of the invention a train approaching a signal will have the shoe 66 of the switch 60 separated through engagement with the curved ramp rails 13. Current which has been normally flowing through this switch. will then flow from the battery 50 through the conductor 62 to the terminal 61, through the shoe 66, one of the ramp rails 13, the conductor 14: and through the circuit breaker 15, the latter being closed when the signal is set for a clear track. be current then flows through the other ramp rail 13, the shoe 66 Which engages it. the conductor 58, and the electromagnet 54, so that this magnet remains energized the armature being held in position to prevent engagement of the contacts 52 and 56, current flowing back to the opposite side of the battery through the conductor 50. Should however, the signal be set at danger and the circuit breaker 15 opened to interrupt the flow of current through the conductor H, the electromagnet 5 will be deenergized and engagement effected between the contacts; 5' 2 and 56. The member 56 which having closed the circuit through the conductor 51, the current flows from the battery through the conductor 51, the electromagnet l9 and back to the battery through the conductor 63. The magnet 49 is thus energized and its armature attracted, whereupon the arm 28 will be pivotally moved to release the disk 21 by disengaging the lever 23, whereupon the weight 29 will carry the arm downward to operate the valve 30 and apply the brakes. During this downward movement, the switch 29 will engage the arm 35 of the valve 34 and admit air to the cylinder 33 for the operation of the piston therein. This will move the piston rod in the direction of the arrow and cut oil the supply of steam to the cylinders 43 by closing the valve 42. The parts he turned to their normal position through the manual operation of the valves.

The invention is susceptible of various changes in its form, proportions and minor details of construction and the right is herein reserved to make such changes as properly fall within the scope of the appended claims.

Having described the invention what is claimed is 1- l. The combination with a train control apparatus comprising spaced pivotally mounted contact arms, a bar normally connecting said arms and stationary means located in the path of the switch for engagement with the contact arms to operate the latter .and disengage the connecting rod to open the switch.

2. The combination with a train control apparatus including a normally closed circuit and means rendered ac ive upon opening the circuit for controlling the operation oi the train, of a switch included in the circuit and carried by the train. said switch comprising relatively movable contact members and means located in the path of said members for operating the same to open the circuit.

3. The combination with a train control apparatus including a normally closed, circuit and means rendered active upon opening the circuit for controlling the operation of a train, of a switch included in the circuit and carried by the train, said switch comprising yieldingly mounted pivoted contact arms carried by the train, a bar carried by one arm and engageable with the other arm to hold said arms in. spaced relation, to bridge the space between the arms, and means located in the path of the arms for separating the latter to interrupt the circuit.

In testimony whereof I aflix my signature.

FRANK A. VALTON. 

